EP3272594B1 - Motor vehicle with a wheel chock and a support for the wheel chock - Google Patents

Description

The invention relates to a motor vehicle, in particular a commercial vehicle, with a wheel chock and a holder for the wheel chock, in which the wheel chock can be removably held.

Wheel chocks can secure parked vehicles, including trailers, by blocking at least one wheel from rolling away. Wheel chocks, hereinafter also referred to as wheel chocks, are usually carried as loose individual parts in a holder. B. can be arranged on the chassis frame of the commercial vehicle. The bracket can be located for different commercial vehicles at different installation locations on the frame, depending on the size and equipment of the vehicles and depending on where there is sufficient space for attaching the wheel chock, depending on the vehicle type. In the DE 102 09 162 A1 For example, it is proposed to use an outer flank of a side member of semitrailer chassis frames, in particular their offset area, as the attachment point for a wheel chock. Furthermore, from the DE 10 2010 024 409 A1 a generic fender for a commercial vehicle is known, on the outside of the fender arch a storage space for receiving a wheel chock is arranged with an opening. The placement of the wheel chock in the immediate vicinity of the tire makes handling easier for the driver.

Commercial vehicles must be secured with at least one wheel chock, especially on a downhill slope. A problem known in practice, however, is that the wheel chock can easily be forgotten when the vehicle drives away uphill because roller locks or similar functions of the motor vehicle prevent the vehicle from rolling back.

In the published application US 2009/0045236 A1 it is therefore proposed to carry out a holder for the wheel chock in such a way that when the wheel chock is removed from the holder, a visual indicator is opened, which, for. B. has a brightly colored flag. The visual indicator serves as a warning or reminder for the driver, not to move away without the wheel chock.

The unfolded indicator exceeds the permitted width for vehicles, which means that this application is not possible on public roads in Europe. A Another disadvantage of this approach is that such a purely visual indicator can often be overlooked by the driver when driving away.

It is therefore an object of the invention to provide an improved approach which can avoid disadvantages of conventional techniques. The object of the invention is, in particular, to provide an improved possibility which reliably prevents a wheel chock arranged on the wheel for securing from being forgotten there when driving away.

These tasks are solved by a motor vehicle with the features of the independent claim. Advantageous embodiments and applications of the invention are the subject of the dependent claims and are explained in more detail in the following description with partial reference to the figures.

According to general aspects of the invention, a motor vehicle is provided, comprising a wheel chock and a holder for the wheel chock, in which the wheel chock can be removably held. The motor vehicle further comprises an immobilizer of the motor vehicle, which is activated when the wheel chock is removed from the holder and is deactivated when the wheel chock is in the holder. The immobilizer is in this case a device which, when activated, prevents driving, in particular starting or moving away of the motor vehicle.

Various types of immobilizers are known per se from the prior art. It is emphasized that the immobilizer used in connection with the invention is not limited to a specific type of immobilizer, but that in principle any suitably designed type of immobilizer can be used as long as it is activated, i. H. is switched on when the wheel chock is removed from the holder or is not present in it and is deactivated, d. H. is switched off when the wheel chock is in the holder. The immobilizer can be designed, for example, as an electronic immobilizer or as a mechanical immobilizer. The motor vehicle is in particular a commercial vehicle, for example a truck or omnibus, and can also be designed as a towing vehicle with a trailer.

The basic idea of the invention is therefore to detect whether the wheel chock is in its holder or not and, if it is not in its holder, to activate an immobilizer function of the motor vehicle so that it can be started or driven away of the motor vehicle is not possible with the immobilizer activated. This offers the particular advantage that the driver cannot simply drive away if he has forgotten to stow a wheel chock attached to the wheel again in the holder before resuming a journey.

According to a particularly preferred embodiment, bridging means are also provided, by means of which an activated immobilizer can be deactivated without the wheel chock being in the holder. With such a bridging means, an immobilizer activated due to a wheel chock not in the holder can thus be deliberately deactivated. This has the advantage that, for. B. in the event of theft of the wheel chock the vehicle is still operational and unwanted so-called "breakdowns" can be prevented in this way.

The bridging means can be designed in various ways, for example depending on the design of the immobilizer or depending on how it is recognized whether the wheel chock is in the holder. A simple variant would be, for example, a so-called blind wedge, which has the same shape and size as the wheel chock, and which can be inserted into the holder if necessary. In the case of an electronic immobilizer, the bridging means can also be implemented as a bridging function, which is displayed to the driver for selection in the cockpit, for example. If required, the driver can deliberately deactivate an activated immobilizer by selecting an appropriate bridging function in the cockpit, even if there is no wheel chock in the holder.

According to the invention, the immobilizer is designed such that when the immobilizer is activated, an ignition and / or an engine start can be carried out and / or an electrical power supply to the motor vehicle can be switched on, but it is not possible to start the motor vehicle. This has the advantage, in particular in the case of a commercial vehicle, that driving operation can already be prepared, for. B. to fill the compressed air system for the operation of a compressed air brake, even if the motor vehicle can not start yet. For example, when the immobilizer is activated, a gear stage of an automated transmission of the motor vehicle cannot be engaged, e.g. B. the speed steps ("D", "Ds", "Dm", "R" etc.) of a motor vehicle with automatic transmission or automated transmission cannot be released when the immobilizer is activated.

According to a further aspect of the invention, the motor vehicle can have a detection means which is designed to recognize whether the wheel chock is in the holder or not and which is further designed to activate the immobilizer indirectly or immediately when the wheel chock is not in the bracket and deactivate the immobilizer when the wheel chock is in the bracket.

One possibility of the implementation according to the invention, in particular of the detection means, provides that the holder has a contact or switch which can be triggered by the wheel chock and via which the immobilizer can be activated or deactivated. In other words, the contact or the switch is arranged in the region of the holder such that when the wheel chock is properly arranged again in the holder, the contact or the switch is also actuated automatically. In this way it can be automatically recognized in a structurally simple manner whether the wheel chock is in the holder or not. The switch or contact is in operative connection with the immobilizer in such a way that the immobilizer is activated by a state of the switch or contact that occurs when the wheel chock is not in the holder, and by a state of the switch or contact , which results when the wheel chock is in the holder, the immobilizer is deactivated.

For example, an electrical signal can also be generated via the contact or switch, by means of which an immobilizer can be activated or deactivated.

If the motor vehicle has an electrical, pneumatic or electro-pneumatic parking brake, the parking brake can be used as an immobilizer and, together with the contact or switch arranged on the wheel chock holder, can be designed, for example, in such a way that an electrical signal can be generated via the switch or contact, that triggers the corresponding parking brake function if the wheel chock is not in the holder and deactivates the signal again if the wheel wheel chock is in the holder.

For example, the switch can be operatively connected to a valve, for example a solenoid valve, of the electropneumatic or pneumatic parking brake, such that a state of the switch or contact that occurs when the wheel chock is not in the holder (e.g., a non-tripped contact or switch not actuated) creates a valve position of the valve in which the parking brake is engaged.

Furthermore, a state of the switch or contact that results when the wheel chock is in the holder (e.g. a triggered contact or an actuated switch) creates a valve position of the valve in which the parking brake is not applied.

In the case of a purely pneumatically actuated parking brake, the switch can also be directly mechanically operatively connected to a valve of the parking brake.

It should be mentioned that it is of course also possible for the valve, for example in the form of a solenoid valve, to be actuated separately, independently of the switch or contact, for the engagement and disengagement of the parking brake or for the parking brake to be engaged or disengaged by means of further valve devices can, so that the contact or switch on the bracket of the wheel chock only represents an additional operating option for the pneumatic parking brake.

In this way, an easy-to-implement immobilizer functionality can be implemented, which is triggered when the wheel chock is not in the holder. A particular advantage is that an existing braking functionality of the motor vehicle (here the parking brake) is used to implement the immobilizer functionality in connection with the wheel chock.

It is particularly advantageous if the switch which can be actuated by the wheel chock in the holder is designed as a pressure and / or roller switch which is arranged on the holder in such a way that the pressure and / or roller switch is in an actuated state when the wheel chock is in the holder and is in a non-actuated state when the wheel chock is not in the holder. The actuated state of the switch can also be referred to as the triggered state of the switch and the non-actuated state as the non-triggered state of the switch. Such a pressure and / or roller switch enables a mechanically robust solution to implement a detection means according to the invention, by means of which the presence or absence of the wheel chock in the holder can be recognized and an immobilizer function can be activated or deactivated accordingly.

However, a wide variety of design variants are conceivable in order to implement a detection means according to the invention. The detection means can in particular have transmission means for contactless data and / or energy transmission, with the aid of which a signal, e.g. B. an optical or electrical signal, by contactless transmission, for. B. can be transmitted by inductive transmission between the wheel chock and the bracket. The detection means can also be designed so that, if the wheel chock is not in its holder, a signal, e.g. B. sends a coded signal via the vehicle CAN to activate an intervention in the transmission control to trigger an immobilizer functionality.

For example, the detection means can have a marking arranged on the wheel chock, for example in the form of a label. The label can be, for example, a so-called RFID label (English: radio frequency identification label, also referred to as a radio label). The detection means further comprises a sensor unit arranged on the holder or adjacent to the holder, which is designed to mark, e.g. B. the label to detect when the wheel chock is in the holder. If the label is an RFID label, the sensor device is accordingly designed as an RFID receiver. However, the marking or the label can also be implemented in another way, for example in the form of a label which has a bar code or a so-called QR code which is optically or optoelectronically detected by an optical receiver unit arranged in the region of the holder.

A further variant of a realization of such a detection means according to the invention provides that the transmission means have a first coil arranged in the holder and a second coil arranged in the wheel chock, with the aid of which an electrical signal can be transmitted by inductive transmission between the wheel chock and the holder, wherein the first coil is interconnected with corresponding reading electronics. Such inductive transmission systems are known, for example, in the motor vehicle sector from appropriately designed ignition keys. An advantage of this variant is that on the one hand it can be implemented inexpensively and, furthermore, it does not require any parts of the detection means which are located on the outside of the wheel chock and which could easily be damaged during use.

According to a further embodiment of the invention, the wheel chock can have a mechanical coding for interaction with a mechanical counter-coding in the holder. In this way it can be ensured that a specific wheel chock can only be properly attached in a specific holder assigned to it. In this way, theft protection can be implemented since a stolen wheel chock is usually worthless to the user since it does not fit in any other holder.

Such a mechanical coding of the wheel chock can be realized, for example, in that the wheel chock has depressions and / or projections arranged in a predetermined pattern in a region of its outer surface, which fit in a form-fitting manner in a corresponding counter-pattern on the holder, analogously to a mechanical key lock -System.

According to a further embodiment, the detection means can furthermore have a Bluetooth or near field communication (NFC) transmitter / receiver unit integrated in the wheel chock. This transmission / reception unit can be in communication connection with a corresponding Bluetooth or near-field communication transmission / reception unit of the motor vehicle or a mobile radio device, in particular a smartphone. In this embodiment, the wheel chock is thus paired with a corresponding communication unit of the vehicle or with a mobile phone. Basically, according to a further embodiment variant, the wheel chock can be equipped with a SIM card and in this way likewise form a transmitter / receiver unit of a detection means.

To supply a transmitting / receiving unit integrated in the wheel chock, the chock can also have a rechargeable battery which is arranged in the interior of the wheel chock and is charged either via contacts or wirelessly, for example in the case of electric toothbrushes.

According to a further aspect of the invention, the motor vehicle can furthermore have an optical or visual and / or acoustic warning device which is designed to have a state "wheel chock is in the holder" and / or the state "wheel chock is not in the holder" at the driver's workplace to signal. The motor vehicle, in particular the warning device, can be designed to emit an optical or visual and / or acoustic warning if the detection means detects that the wheel chock is not in the holder. In particular, such a warning can be displayed in a display of the motor vehicle cockpit. This means that the driver can immediately see why the immobilizer is activated.

Figur 1

eine stark schematisierte Ansicht eines Kraftfahrzeugs mit Radunterlegkeil und Halterung gemäß einer ersten Ausführungsform der Erfindung;

Figur 2

eine stark schematisierte Ansicht eines Radunterlegkeils und seiner Halterung gemäß einer weiteren Ausführungsform;

Figur 3

eine stark schematisierte Ansicht eines Radunterlegkeils und seiner Halterung gemäß einer weiteren Ausführungsform; und

Figur 4

eine stark schematisierte Ansicht eines Radunterlegkeils und seiner Halterung gemäß einer weiteren Ausführungsform der Erfindung.

Further details and advantages of the invention are described below with reference to the accompanying drawings. Show it:

Figure 1

a highly schematic view of a motor vehicle with wheel chock and bracket according to a first embodiment of the invention;

Figure 2

a highly schematic view of a wheel chock and its holder according to a further embodiment;

Figure 3

a highly schematic view of a wheel chock and its holder according to a further embodiment; and

Figure 4

a highly schematic view of a wheel chock and its holder according to a further embodiment of the invention.

Identical or functionally equivalent elements are designated with the same reference symbols in all figures.

In Figure 1 A commercial vehicle 1 is initially shown in the lower part of the figure, comprising a driver's cab 5 which is mounted on the vehicle frame 4 by means of a driver's cab mounting (not shown). The utility vehicle 1 comprises a parking brake 3 known per se, with pneumatic spring brake cylinders 3 a, which can be vented to engage the parking brake and are thereby applied. The spring brake cylinders can be pressurized with pneumatic air via pneumatic lines 3b and a valve arrangement (not shown in each case) connected to a compressed air accumulator.

A holder 11 for a wheel chock 10 is provided on the vehicle frame 4 or at another suitable location on the utility vehicle. It was mentioned at the beginning that various possibilities are known from the prior art for holding a wheel chock in the motor vehicle. The upper part of the Figure 1 shows an enlarged section A of the bracket 11 with the wheel chock 10. The bracket 11 is shown here in a highly schematic manner. Depending on the available installation space, the holder 11 can be expediently designed, for example as storage space, as a holding bracket, as a clamping device, as a slide-in compartment, etc.

Crucial according to the in Figure 1 The variant shown is that the holder 11 for the wheel chock 10 has a mechanical pressure switch designed as a roller switch 13, which is arranged on the holder 11 such that the roller switch 13 is actuated automatically when the wheel chock 10 is again on the vehicle by means of the holder 11 is attached. For inserting into the holder 11, the wheel chock 10 is, for example so pressed on the roller switch 13 that the roller 13a of the roller switch 13 from the wheel chock 10 in Figure 1 is pushed to the right so that the spring 13b is compressed and the contact 13c of the roller switch closes. As a result, a corresponding electrical signal is generated via the connecting lines 15 of the roller switch 13, as a result of which a parking brake function is deactivated. If the wheel chock 10 is removed from the holder 11, the roller 13a moves to the left due to the spring force of the prestressed spring 13b and the contact 13c is opened. When the contact 13c is open or the roller switch 13 is not actuated, no electrical signal is transmitted via the signal lines 15, as a result of which the parking brake function is activated.

The signal from the roller switch 13 can be transmitted, for example, via the vehicle data bus (CAN) to an electro-pneumatic parking brake, which is then applied accordingly if the roller switch 13 is open and is deactivated if the roller switch 13 is closed. In particular, a solenoid valve 3c of the parking brake 3 of the vehicle can be actuated via the switch 13 in such a way that when the switch 13 is open, i. H. the wheel chock 10 is not located in the holder 11, the parking brakes 3a are vented via the solenoid valve 3c and are thus applied.

The roller switch 13 thus serves as a structurally simple to implement detection means, which is designed to recognize whether the wheel chock 10 is in the holder 11 or not and to activate the immobilizer in the form of the parking brake 3 when the wheel chock 10 is not in the bracket 11 and deactivate the immobilizer when the wheel chock 10 is in the bracket 11.

The pressure switch 13 can, if necessary, for. B. with stolen wheel chock, also with a blind wedge or even with an adhesive tape, d. H. can also be operated without wheel chock 10.

As an alternative or in addition, the utility vehicle 1 can also have an electronic immobilizer 2, which can be designed to be activated or deactivated depending on the signal output by the switch 13.

In Figure 2 is another variant of the in Figure 1 shown embodiment shown. A peculiarity of the Figure 2 The embodiment variant shown is that, in contrast to the chock 10, the chock 20 also has a mechanical coding 21 on a region of its outer surface which is used for interaction with a mechanical Countercoding 11a of the bracket 11 is executed. The area of the wheel chock with the mechanical coding 21 is shown again in an enlarged view by the elliptical cut-out. Furthermore, right in Figure 2 an enlarged detail is shown, each showing only the partial area of the wheel chock 20 and the corresponding partial area 11 of the holder, on which the mechanical coding 21 of the wheel chock 20 or the mechanical counter-account 11a of the holder 11 is located. The mechanical coding 21 of the wheel chock is formed by a pattern of recesses in which a correspondingly designed pattern of projections of the counter coding 11a of the holder 11 can engage in a form-fitting manner.

It can be seen that the mechanical coding 21 of the wheel chock 20 and the mechanical counterassignment 11a of the holder 11 thus produce a pairing between the wheel chock 20 and the holder 11, so that only the wheel chock 20 can be attached to the holder 11 in each case. which has exactly the mechanical coding 21 which matches the mechanical counter coding 11a. Only in this case are the roller switches 13 operated accordingly.

Figure 3 shows a further embodiment of a detection means 32 in order to recognize whether a wheel chock 30 is located in the holder 31 assigned to it. The special feature of this embodiment variant is that a first coil 34 is arranged in the holder 31 and that a second coil 33 arranged in the interior of the wheel chock 30 is also provided. With the aid of the first coil 34 and the second coil 33, an electrical signal can be transmitted by inductive transmission between the coils 33, 34 and thus between the wheel chock 30 and the holder 31, the first coil 34 being connected together with corresponding reading electronics 36.

If the wheel chock 30 is now in its holder position in the holder 31, this presence of the edge chock 30 is detected by the corresponding presence of the coil 33 by the coil 34, which gives a corresponding signal to the evaluation electronics 36. The evaluation electronics 36 can then again output a corresponding signal for activating or deactivating the immobilizer on the vehicle data bus. A small rechargeable battery can be provided in the wheel chock 30 for the energy supply of the first coil 33.

The first coil 34 can also be the transmitter coil and the second coil the read coil, so that no battery in the wheel chock 30 is required to supply the second coil 33.

In Figure 4 Another embodiment variant is shown. The special feature of this embodiment variant is that the detection means 42 for recognizing whether the wheel chock 40 is located in its holder 41 or not is formed by a marking 44 provided on the wheel chock 40 and a sensor device 43, 45, 46 on the holder 41. wherein the sensor device is designed to detect the marking. The label can e.g. B. an RFID label 44 attached to the outside of the wheel chock 41. The holder 41 for the wheel chock 40 accordingly has a sensor device 43 which is designed to read the RFID label 44. If the wheel chock 40 is now in its predetermined position in the holder 41, the sensor device 43 can detect the label 44 and read out its content. The readout result is in turn transmitted via signal lines 45 to evaluation electronics 46. The label 44 can have a code that can be detected by the sensor device 43 and compared with a code stored in its memory. The coding can, for example, uniquely identify the wheel chock, so that a pairing of chock 40 with the holder 41 can also be made possible here.

By the detection means described above, for. B. the mechanical, electrical, electronic or optical detection methods, vehicle and wheel chock can be paired. A pairing can be 1: 1, i.e. H. one (or more) wheel chock (s) is (or are) assigned to a specific vehicle, so that an activated immobilizer can only be deactivated by this (or these) wheel chock (s) by attaching the wheel chock (or wheel chocks) in the bracket. A pairing can also take place “several to several”, such that a wheel chock is paired with a group of vehicles within a vehicle fleet, comparable to keys for locking systems or ignition keys for regular bus fleets. For example, 20 wheel chocks can be coded for 10 towing vehicles and 10 trailers, but not for other vehicles. "General keys", ie a wedge that fits a vehicle fleet, are also possible.

The invention is not limited to the preferred embodiments described above.

Reference list

1

Commercial vehicle

2nd

Electronic immobilizer

3rd

Pneumatic parking brake

3a

Spring brake cylinder

3b

Pneumatic lines

3c

magnetic valve

4th

Vehicle frame

5

Cab

10th

Wheel chock

11

bracket

11a

Mechanical counter coding

13

Roller switch

13a

Pressure roller

13b

feathers

13c

Contact switch

15

Signal line

20th

Wheel chock

21

bracket

21a

Mechanical coding

30th

Wheel chock

31

bracket

32

Detection means

33

Kitchen sink

34

Kitchen sink

35

Signal line

36

Evaluation electronics

40

bracket

41

bracket

42

Detection means

43

Sensor device

44

label

45

Signal line

46

Evaluation electronics

Claims (14)

1. A motor vehicle, in particular utility vehicle (1), comprising
   a wheel chock (10; 20; 30; 40);
   a securing means (11; 31; 41) for the wheel chock (10; 20; 30; 40) in which the wheel chock (10; 20; 30; 40) can be secured in a removable fashion; and
   an immobilizer (2) of the motor vehicle, which is activated when the wheel chock (10; 20; 30; 40) is removed from the securing means (11; 31; 41) and is deactivated when the wheel chock (10; 20; 30; 40) is located in the securing means (11; 31; 41), wherein the immobilizer (2) is embodied in such a way that when the immobilizer (2) is activated

   a) an ignition and/or an engine start can be carried out and/or an electrical power supply of the motor vehicle can be switched on but it is not possible for the motor vehicle to drive away; and/or

   b) a parking brake (3) of the motor vehicle is engaged.
2. The motor vehicle according to Claim 1, characterized in that bypass means are provided by means of which an activated immobilizer (2) can be deactivated without the wheel chock (10; 20; 30; 40) being located in the securing means (11; 31; 41).
3. The motor vehicle according to one of the preceding claims, characterized by a detection means (13; 32; 42) which is designed

   a) to detect whether or not the wheel chock (10; 20; 30; 40) is located in the securing means (11; 31; 41) and

   b) to activate the immobilizer (2; 3) if the wheel chock (10; 20; 30; 40) is not located in the securing means (11; 31; 41) and to deactivate the immobilizer (2) if the wheel chock (10; 20; 30; 40) is located in the securing means (11; 31; 41).
4. The motor vehicle according to one of the preceding claims, characterized in that the securing means (11; 31; 41) has a contact or switch (13) which can be triggered by the wheel chock (10; 20; 30; 40) and by means of which the immobilizer (2) can be activated and deactivated.
5. The motor vehicle according to Claim 4, characterized in that an electrical signal can be generated by means of the contact or switch (13), by means of which electrical signal an immobilizer (2) can be activated or deactivated.
6. The motor vehicle according to Claim 4 or 5, characterized in that the contact or switch (13) is operatively connected to a valve, in particular a solenoid valve (3c), of a pneumatic or electropneumatic parking brake device (3) in such a way that a non-triggered contact or switch (13) generates a valve position of the valve in which the parking brake device (3) is engaged.
7. The motor vehicle according to one of Claims 4 to 6, characterized in that the switch (13) is embodied as a pressure switch and/or roller switch which is arranged on the securing means (11) in such a way that the pressure and/or roller switch is in an activated state if the wheel chock (10; 20) is located in the securing means (11), and is in a non-activated state if the wheel chock (10; 20) is not located in the securing means (11).
8. The motor vehicle according to Claim 3, characterized in that the detection means (42)

   a) has a marker (44), in particular a label, which is arranged on the wheel chock (40), and

   b) has a sensor device (43) which is arranged on the securing means (41) or adjacent to the securing means and is designed to sense the marker (44) if the wheel chock (40) is located in the securing means (41).
9. The motor vehicle according to Claim 8, characterized in that the marker has encoding, and in that the sensor device (43) is designed to sense the sensed encoding and compare it with encoding stored in the memory thereof.
10. The motor vehicle according to Claim 3, characterized in that the detection means (32) has transmission means for the contactless transmission of data and/or energy, by means of which an electrical signal can be transmitted between the wheel chock (30) and the securing means (31) by contactless, in particular inductive, transmission.
11. The motor vehicle according to Claim 10, characterized in that the transmission means (32) have a first coil (34) which is arranged in the securing means (31) and a second coil (33) which is arranged in the wheel chock (30), by means of which coils (34, 33) an electrical signal can be transmitted between the wheel chock (30) and securing means (31) by inductive transmission, wherein the first coil (34) is connected to a corresponding electronic reading device (36).
12. The motor vehicle according to one of the preceding claims, characterized by mechanical encoding (21) of the wheel chock (20) for interaction with opposite mechanical coding (11a) of the securing means (11).
13. The motor vehicle according to Claim 3 or 11, characterized in that the detection means (13; 32; 42) has a Bluetooth or near field communication transceiver unit integrated into the wheel chock.
14. The motor vehicle according to one of Claims 3 to 13, characterized in that the motor vehicle is designed to output a visual and/or acoustic warning message if the detection means (13; 32; 42) detects that the wheel chock (10; 20; 30; 40) is not located in the securing means (11; 31; 41).

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